Transmission for vehicle

ABSTRACT

A transmission for a vehicle may include a first input shaft continuously receiving torque from a power source and having a first input transfer gear thereon, a second input shaft selectively receiving torque from the power source through a clutch and having a second input transfer gear thereon, a coupling member configured to allow or restrict rotation of the first input transfer gear relative to the first input shaft, using a difference in rotational speed between the first input shaft and the first input transfer gear, a first countershaft and a second countershaft each having an output transfer gear to engage with the first input transfer gear and the second input transfer gear, and coupling devices selectively coupling the output transfer gears to corresponding countershafts and allowing torque from the power source to be transmitted to a desired shift gear.

CROSS REFERENCE TO RELATED APPLICATION

The present application claims priority to Korean Patent Application No. 10-2015-0066626, filed May 13, 2015, the entire contents of which is incorporated herein for all purposes by this reference.

BACKGROUND OF THE INVENTION

Field of the Invention

The present invention relates to a transmission for a vehicle and, more particularly, to a transmission for a vehicle that reduces deterioration of shifting ability, including a backward pulling effect when shifting.

Description of Related Art

An automated manual transmission can provide convenience for a driver, similar to an automatic transmission, by providing an automatic shifting by means of an actuator while a vehicle is driven and can contribute to improving fuel efficiency of a vehicle while maintaining power transmission efficiency higher than an automatic transmission.

However, for an automated manual transmission based on a synchro-mesh type shifting mechanism, there is necessarily a period where power from an engine is disconnected while automatic shifting is performed by an actuator that shifts gears, so torque is decreased and the shifting ability is deteriorated resulting in, for example, a backward pulling effect of the vehicle when shifting.

In order to solve these problems, a technology of selectively transmitting power from an engine to a shifting mechanism or an output shaft, depending on the driving states of a vehicle, by providing a planetary gear set between the engine and the shifting mechanism has been proposed.

Prior art technology requires two monitors to reduce deterioration of shifting ability, so the manufacturing cost and weight of a transmission increase.

The information disclosed in this Background of the Invention section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.

BRIEF SUMMARY

Various aspects of the present invention are directed to providing a transmission for a vehicle that reduces a deterioration of shifting ability, including a backward pulling effect when shifting.

According to various aspects of the present invention, a transmission for a vehicle may include a first input shaft continuously receiving torque from a power source and having a first input transfer gear thereon, a second input shaft selectively receiving torque from the power source through a clutch and having a second input transfer gear thereon, a coupling member configured to allow or restrict rotation of the first input transfer gear relative to the first input shaft, using a difference in rotational speed between the first input shaft and the first input transfer gear, a first countershaft and a second countershaft each having an output transfer gear to engage with the first input transfer gear and the second input transfer gear, and coupling devices selectively coupling the output transfer gears to corresponding countershafts and allowing torque from the power source to be transmitted to a desired shift gear by coupling the output transfer gears connected to the desired shift gear in the output transfer gears to a corresponding countershaft in advance or after synchronization in shifting.

The second input shaft may be a hollow shaft and the first input shaft is inserted in the second input shaft.

The coupling member may be a one-way clutch disposed between the first input transfer gear and the first input shaft.

The output transfer gears may include a first pre-mesh gear relatively rotatably disposed on the first countershaft and engaged with the second input transfer gear, a first synchro-mesh gear relatively rotatably disposed on the first countershaft and engaged with the first input transfer gear, a second pre-mesh gear relatively rotatably disposed on the second countershaft and engaged with the second input transfer gear, and a second synchro-mesh gear relatively rotatably disposed on the second countershaft and engaged with the first input transfer gear.

Gear ratios between the first and second input transfer gears and the output transfer gears on each of the countershafts may be the same.

The coupling devices may include a first coupling device selectively coupling the output transfer gears on the first countershaft to the first countershaft, and a second coupling device selectively coupling the output transfer gears on the second countershaft to the second countershaft.

The first coupling device and the second coupling device may be provided individually for the output transfer gears.

The transmission may further comprise an output shaft disposed in parallel with the first countershaft and the second countershaft, and a shifting mechanism including a plurality of pairs of shift gears with different transmission gear ratios on the first countershaft, the second countershaft, and the output shaft, and configured to change and output torque from the power source through the output shaft by selecting pairs of gears corresponding to speeds of a vehicle, using a synchronizer.

The first input shaft, the second input shaft, and the output shaft may be coaxially arranged.

Input shift gears for odd-numbered ranges or even-numbered ranges may be disposed on the first countershaft, other input shift gears except for the input shift gears on the first countershaft may be disposed on the second countershaft, and output shift gears that are paired with the input shift gears may be disposed on the output shaft.

The flow of torque transmitted through the first input transfer gear is smoothly changed to the desired pair of shift gears through the second input transfer gear by a relative rotation action allowed by the one-way clutch in the process of shifting to the desired range, so deterioration of shifting ability, including a backward pulling effect when shifting, is prevented.

It is understood that the term “vehicle” or “vehicular” or other similar terms as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g., fuel derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle that has two or more sources of power, for example, both gasoline-powered and electric-powered vehicles.

The methods and apparatuses of the present invention have other features and advantages which will be apparent from or are set forth in more detail in the accompanying drawings, which are incorporated herein, and the following Detailed Description, which together serve to explain certain principles of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram schematically showing the entire configuration of an exemplary transmission for a vehicle according to a first embodiment of the present invention.

FIG. 2A, FIG. 2B, FIG. 2C, and FIG. 2D are diagrams illustrating a process of shifting from an N-range to a 1-range by an exemplary transmission for a vehicle of the present invention.

FIG. 3A, FIG. 3B, FIG. 3C, and FIG. 3D are diagrams illustrating a process of shifting from the 1-range to a 2-range by an exemplary transmission for a vehicle of the present invention.

FIG. 4 is a diagram showing the entire configuration of an exemplary transmission for a vehicle according to the present invention.

FIG. 5 is a diagram showing the entire configuration of an exemplary transmission for a vehicle according to the present invention.

It should be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various features illustrative of the basic principles of the invention. The specific design features of the present invention as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes will be determined in part by the particular intended application and use environment.

DETAILED DESCRIPTION

Reference will now be made in detail to various embodiments of the present invention(s), examples of which are illustrated in the accompanying drawings and described below. While the invention(s) will be described in conjunction with exemplary embodiments, it will be understood that the present description is not intended to limit the invention(s) to those exemplary embodiments. On the contrary, the invention(s) is/are intended to cover not only the exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the invention as defined by the appended claims.

A transmission for a vehicle according to various embodiments of the present invention may include largely a first input shaft INPUT1, a second input shaft INPUT2, a coupling member, a first countershaft CNT1, a second countershaft CNT2, and coupling devices.

Referring to FIG. 1, in detail, the first input shaft INPUT1 is connected to a power source at a first end and continuously receives torque from the power source, and a first input transfer gear 3 may be fitted on a second end of the first input shaft INPUT1 to rotate with the first input shaft INPUT1. The power source may be an engine 1 and the first input shaft INPUT1 can continuously be rotated by torque from the engine 1.

The second input shaft INPUT2 is connected to the power source at a first end through a clutch and selectively receives torque from the power source, depending on engagement and disengagement of the clutch, and a second input transfer gear 5 is fitted on a second end of the second input shaft INPUT2 without relative rotation, so it rotates with the second input shaft INPUT2.

For example, the first input shaft INPUT1 and the second input shaft INPUT2 may be coaxially arranged, in which the second input shaft INPUT2 may be a hollow shaft and the first input shaft INUPT1 may be inserted in the second input shaft INPUT2.

The coupling member, which allows or restricts rotation of the first input transfer gear 3 relative to the first input shaft INPUT1 due to a difference in relative speed between the first input shaft INPUT1 and the first input transfer gear 3, may be a one-way clutch OWC mechanically connecting or disconnecting power, but it may be a mechanical device operating in the same principle, a hydraulic part or a hydraulic-mechanical composite device, or a device using electric/electromagnetic force.

That is, the coupling member (hereafter, referred to as a ‘one-way clutch’) is disposed between the first input transfer gear 3 and the first input shaft INPUT1 and allows the first input transfer gear 3 to rotate only in one rotational direction of the first input shaft INPUT1.

For example, when the rotational speed of the first input shaft INPUT1 is larger than the rotational speed of the first input transfer gear 3, the first input shaft INPUT1 forcibly rotates the first input transfer gear 3. In contrast, when the rotational speed of the first input shaft INPUT1 is smaller than the rotational speed of the first input transfer gear 3, the first input transfer gear 3 rotates at a higher speed relative to the first input shaft INPUT1.

Two output transfer gears may be disposed on the first countershaft CNT1 to engage with the first input transfer gear 3 and the second input transfer gear 5, respectively, and similarly, two output transfer gears may be disposed on the second countershaft CNT2 to engage with the first input transfer gear 3 and the second input transfer gear 5.

The output transfer gears may include a first pre-mesh gear 7 and a first synchro-mesh gear 9 on the first countershaft CNT1 and a second pre-mesh gear 11 and a second synchro-mesh gear 13 on the second countershaft CNT2.

In detail, the first pre-mesh gear 7 may be relatively rotatably disposed on the first countershaft CNT1 and may continuously be in mesh with the second input transfer gear 5.

The first synchro-mesh gear 9 may be relatively rotatably disposed on the first countershaft CNT1 and may continuously be in mesh with the first input transfer gear 3.

The second pre-mesh gear 11 may be relatively rotatably disposed on the second countershaft CNT2 and may continuously be in mesh with the second input transfer gear 5.

The second synchro-mesh gear 13 may be relatively rotatably disposed on the second countershaft CNT2 and may continuously be in mesh with the first input transfer gear 3.

The gear ratios between the first and second input transfer gears 5 and the two output transfer gears on each of the countershafts may be the same.

For example, the gear ratios between the first input transfer gear 3 and the first synchro-mesh gear 9 and between the second input transfer gear 5 and the first pre-mesh gear 7 may be the same. Further, the gear ratios between the first input transfer gear 3 and the second synchro-mesh gear 13 and between the second input transfer gear 5 and the second pre-mesh gear 11 may be the same.

The gear ratios of the output transfer gears on the first countershaft CNT1 and the output transfer gears on the second countershaft CNT2 are the same, but may be different.

The coupling devices selectively couple the output transfer gears to the corresponding countershafts. For example, by the coupling devices, the output transfer gears on the first countershaft CNT1 are selectively coupled to the first countershaft CNT1 and the output transfer gears on the second countershaft CNT2 are selectively coupled to the second countershaft CNT2.

That is, by coupling output transfer gears connected to a desired shift gear in the output transfer gears to a corresponding countershaft in advance or after synchronization in shifting, torque from the power source can be transmitted to the desired shift gear from the current shift gear.

The coupling devices may include a first coupling device on the first countershaft CNT1 and a second coupling device on the second countershaft CNT2.

In detail, the first coupling device selectively couples the output transfer gears on the first countershaft CNT1 to the first countershaft CNT1.

The second coupling device selectively couples the output transfer gears on the second countershaft CNT2 to the second countershaft CNT2.

The first coupling device and the second coupling device may be provided for each of the output transfer gears and all types of coupling devices for connecting/disconnecting power, including a synchro-mesh type synchronizer, a dog clutch, a modified dog clutch, a wet/dry clutch, an electric/electronic wet/dry magnet clutch, a coupling, a fluid coupling, and a spline, may be used as the first and second coupling devices.

For example, the first coupling device may include a first-first coupling device S1-1 for coupling the first pre-mesh gear 7 to the first countershaft CNT1 and a first-second coupling device S1-2 for coupling the first synchro-mesh gear 9 to the first countershaft CNT1.

The second coupling device may include a second-first coupling device S2-1 for coupling the second pre-mesh gear 11 to the second countershaft CNT2 and a second-second coupling device S2-2 for coupling the second synchro-mesh gear 13 to the second countershaft CNT2.

That is, since the output transfer gears are each provided with a coupling device for coupling them to corresponding countershafts, the time taken to engage/disengage two output transfer gears in shifting is reduced, so the shifting time can be minimized.

The transmission for a vehicle according to various embodiments of the present invention may further include an output shaft OUTPUT and a shifting mechanism 15.

The output shaft OUTPUT may be disposed in parallel with the first countershaft CNT1 and the second countershaft CNT2. The output shaft OUTPUT may be arranged coaxially with the first input shaft INPUT1 and the second input shaft INPUT2.

Further, though not shown in the figures, output transmitted to the output shaft OUTPUT may be increased or decreased in speed through another pair of gears, a planetary gear set, or other transmission elements and then transmitted to wheels.

The shifting mechanism 15 includes a plurality of pairs of shift gears with different transmission gear ratios on the first countershaft CNT1, the second countershaft CNT2, and the output shaft OUTPUT and can change and output torque from the power source through the output shaft OUTPUT by selecting pairs of gears corresponding to the speeds of a vehicle, using a synchronizer.

According to the structure of various embodiments of the present invention shown in FIG. 1, input shift gears for odd-numbered ranges or even-numbered ranges may be disposed on the first countershaft CNT1 and other input shift gears except for the input shift gears on the first countershaft CNT1 may be disposed on the second countershaft CNT2.

Output shift gears that are paired with the input shift gears may be disposed on the output shaft OUTPUT.

For example, when input shift gears for a 1-range, a 3-range, a 5-range, and a 7-range are disposed on the first countershaft CNT1, input shift gears for a 2-range, a 0-range, a 6-range, and an R-range may be disposed on the second countershaft CNT2 and output shift gears may be disposed on the output shaft OUTPUT.

A 1&3-range synchronizer S1&3 may be disposed between the 1-range and 3-range input shift gears, a 5&7-range synchronizer S5&7 may be disposed between the 5-range and 7-range input shift gears, a 2&4-range synchronizer S2&4 may be disposed between the 2-range and 4-range input shift gears, and a 6&R-range synchronizer S6&R may be disposed between the 6-range and R-range input shift gears.

According to the structure of various embodiments of the present invention shown in FIG. 4, it can be achieved by changing the arrangement of the synchronizers and the shift gears of the shifting mechanism shown in FIG. 1.

For example, the odd-numbered-range and the even-numbered-range input shaft gears may be disposed on the first countershaft CNT1 and the second countershaft CNT2, as shown in FIG. 1, but their positions are changed. Further, the synchronizers on the first countershaft CNT1 or the second countershaft CNT2 may be disposed on the output shaft OUTPUT.

According to the structure of various embodiments of the present invention shown in FIG. 5, as described above, it can be achieved by changing the arrangement of the synchronizers and the shift gears of the shifting mechanism.

For example, not only odd-numbered-range input shift gears, but some even-numbered-range input shift gears may be disposed on the first countershaft CNT1 and the synchronizers on the first countershaft CNT1 or the second countershaft CNT2 may be moved to the output shaft OUTPUT.

The operation and effect of the present invention are described hereafter.

A process of shifting from the N-range (neutral) to the 1-range is described with reference to FIGS. 2A to 2D.

The first input shaft INPUT1 is directly connected to the engine 1 when the vehicle is started, so the first input transfer gear 3 is rotated with the first input shaft INPUT1 by the one-way clutch OWC.

In this state, all the coupling devices and synchronizers in the transmission are positioned for the neutral state, so load is not applied to the operation of the engine 1 regardless of whether the clutch is engaged or not.

When shifting to the 1-range is started, as shown in FIG. 2A, before the clutch is engaged, the first pre-mesh gear 7 is coupled to the first countershaft CNT1 by the first-first coupling device S1-1 and the input 1-range shift gear is coupled to the first countershaft CNT1 by the 1&3-range synchronizer S1&3.

In this state, when the clutch is engaged, as shown in FIG. 2B, torque from the engine 1 starts to be transmitted through the second input shaft INPUT2 too, so the torque is transmitted to the first countershaft CNT1 through the second input transfer gear 5 and the first pre-mesh gear 7 and the vehicle can run in the 1-range by the pair of the 1-range shift gears on the first countershaft CNT1 and the output shaft OUTPUT.

Thereafter, the first synchro-mesh gear 9 is coupled to the first countershaft CNT1 by the first-second coupling device S1-2 as shown in FIG. 2C.

That is, when the vehicle runs in the 1-range, as in FIG. 2B, the first input shaft INPUT1 and the second input shaft INPUT2 rotate at the same speed and the first pre-mesh gear 7 and the first synchro-mesh gear 9 engaged with the first input transfer gear 3 and the second input transfer gear 5 make the same gear ratio. Accordingly, since the first pre-mesh gear 7 and the first synchro-mesh gear 9 rotate with the rotational speeds synchronized, the first-second coupling device S1-2 can be safely coupled to the first synchro-mesh gear 9 without damage to the first synchro-mesh gear 9.

Next, the first-first coupling device S1-1 is decoupled from the first pre-mesh gear 7, as in FIG. 2D, but the first input shaft INPUT1 is directly connected to the engine 1 even though the first pre-mesh gear 7 is decoupled, so the torque from the engine keeps being transmitted to the output shaft OUTPUT through the first input transfer gear 3 and the first synchro-mesh gear 9 and the vehicle can keep running in the 1-range.

Thereafter, though not shown in the figures, torque from the engine 1 keeps being transmitted to the output shaft OUTPUT through the first input shaft INPUT1 directly connected to the engine 1 even if the clutch is disengaged, so the 1-range can be maintained.

Next, a process of shifting from the 1-range to the 2-range is described with reference to FIGS. 3A to 3D.

When shifting from the 1-range to the 2-range is started, as shown in FIG. 3A, with the clutch disengaged, the second pre-mesh gear 11 is coupled to the second countershaft CNT2 by the second-first coupling device S2-1 and the input 2-range shift gear is coupled to the second countershaft CNT2 by the 2&4-range synchronizer S2&4.

In this state, when the clutch is engaged, as in FIG. 3B, torque from the engine 1 starts to be transmitted through the second input shaft INPUT2 too, so the torque is transmitted to the second countershaft CNT2 through the second input transfer gear 5 and the second pre-mesh gear 11 and the vehicle can run in the second range by the pair of the 2-range shift gears on the second countershaft CNT2 and the output shaft OUTPUT.

That is, the pair of 1-range shift gears are engaged together with the first synchro-mesh gear 9 and the vehicle runs in the 1-range, before the clutch is engaged, but a relative rotation action in which the first input transfer gear 3 is intended to rotate at a higher speed than the first input shaft INPUT1 by the difference in gear ratio between the pair of 2-range shift gears and the pair of 1-range shift gears when the clutch is engaged and the relative rotation action is allowed by the one-way clutch OWC.

Accordingly, the flow of torque transmitted to the first countershaft CNT1 through the first input transfer gear 3 when the vehicle runs in the 1-range smoothly changes to the second countershaft CNT2 through the second input transfer gear 5 by the relative rotation action allowed by the one-way clutch OWC in the process of shifting to the 2-range, so deterioration of shifting ability, including a backward pulling effect of a vehicle in shifting, is prevented.

Thereafter, the second synchro-mesh gear 13 is coupled to the second countershaft CNT2 by the second-second coupling device S2-2 as in FIG. 3C.

That is, when the vehicle runs in the 2-range, as in FIG. 3B, the first input shaft INPUT1 and the second input shaft INPUT2 rotate at the same speed and the gear ratios between the second pre-mesh gear 11 and the second synchro-mesh gear 13 engaged with the first input transfer gear 3 and the second input transfer gear 5 make the same gear ratio. Accordingly, since the second pre-mesh gear 11 and the second synchro-mesh gear 13 rotate with the rotational speeds synchronized, the second-second coupling device S2-2 can be safely coupled to the second synchro-mesh gear 13 without damage to the second synchro-mesh gear 13.

Next, the second-first coupling device S2-1 is decoupled from the second pre-mesh gear 11, as in FIG. 3D, but the first input shaft INPUT1 is directly connected to the engine 1 even though the second pre-mesh gear 11 is decoupled, so the torque from the engine 1 keeps being transmitted to the output shaft OUTPUT through the first input transfer gear 3 and the second synchro-mesh gear 13 and the vehicle can keep running in the 2-range.

Thereafter, though not shown in the figures, torque keeps being transmitted to the output shaft OUTPUT through the first input shaft INPUT1 directly connected to the engine 1 even if the clutch is disengaged, so the 2-range can be maintained.

Further, the other ranges can be achieved in the processes of shifting described above.

As described above, according to the present invention, the flow of torque transmitted through the first input transfer gear 3 is smoothly changed to the desired pair of shift gears through the second input transfer gear 5 by the relative rotation action allowed by the one-way clutch OWC in the process of shifting to the desired range, so deterioration of shifting ability, including a backward pulling effect of a vehicle in shifting, is prevented.

The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teachings. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and their practical application, to thereby enable others skilled in the art to make and utilize various exemplary embodiments of the present invention, as well as various alternatives and modifications thereof. It is intended that the scope of the invention be defined by the Claims appended hereto and their equivalents. 

What is claimed is:
 1. A transmission for a vehicle, comprising: a first input shaft continuously receiving torque from a power source and having a first input transfer gear thereon; a second input shaft selectively receiving torque from the power source through a clutch and having a second input transfer gear thereon; a coupling member configured to allow or restrict rotation of the first input transfer gear relative to the first input shaft, using a difference in rotational speed between the first input shaft and the first input transfer gear; a first countershaft and a second countershaft each having an output transfer gear to engage with the first input transfer gear and the second input transfer gear; and coupling devices selectively coupling the output transfer gears to corresponding countershafts and allowing torque from the power source to be transmitted to a desired shift gear by coupling the output transfer gears connected to the desired shift gear in the output transfer gears to a corresponding countershaft in advance or after synchronization in shifting.
 2. The transmission of claim 1, wherein the second input shaft is a hollow shaft and the first input shaft is inserted in the second input shaft.
 3. The transmission of claim 1, wherein the coupling member is a one-way clutch disposed between the first input transfer gear and the first input shaft.
 4. The transmission of claim 1, wherein the output transfer gears include: a first pre-mesh gear relatively rotatably disposed on the first countershaft and engaged with the second input transfer gear; a first synchro-mesh gear relatively rotatably disposed on the first countershaft and engaged with the first input transfer gear; a second pre-mesh gear relatively rotatably disposed on the second countershaft and engaged with the second input transfer gear; and a second synchro-mesh gear relatively rotatably disposed on the second countershaft and engaged with the first input transfer gear.
 5. The transmission of claim 1, wherein gear ratios between the first and second input transfer gears and the output transfer gears on each of the countershafts are the same.
 6. The transmission of claim 1, wherein the coupling devices include: a first coupling device selectively coupling the output transfer gears on the first countershaft to the first countershaft; and a second coupling device selectively coupling the output transfer gears on the second countershaft to the second countershaft.
 7. The transmission of claim 6, wherein the first coupling device and the second coupling device are provided individually for the output transfer gears.
 8. The transmission of claim 1, further comprising: an output shaft disposed in parallel with the first countershaft and the second countershaft; and a shifting mechanism including a plurality of pairs of shift gears with different transmission gear ratios on the first countershaft, the second countershaft, and the output shaft, and configured to change and output torque from the power source through the output shaft by selecting pairs of gears corresponding to speeds of a vehicle, using a synchronizer.
 9. The transmission of claim 8, wherein the first input shaft, the second input shaft, and the output shaft are coaxially arranged.
 10. The transmission of claim 8, wherein input shift gears for odd-numbered ranges or even-numbered ranges are disposed on the first countershaft, other input shift gears except for the input shift gears on the first countershaft are disposed on the second countershaft, and output shift gears that are paired with the input shift gears are disposed on the output shaft. 